Axle construction



a. w. KEI-:SE

AXLE CONSTRUCTION 2 sheets-sheet 1 Filed Sept. 6, 1933 ATTORNEYS Patented Dec. 15, 1936 i UNITED STATES PATENT OFFICE v mi: ooNS'rauc'rfIoN` Beverly W. -Keese, shkoshWis., assignor to The Timken-Detroit Axle Company, Detroit, Mich., a corporation o! Ohio Application September 6, 1933, Serial No. 688,387

l Claims.

means for cutting the reduction gearing out of operation at will.

It is another` major object of this invention to provide'a dual drive arrangement embodying means for readily disrupting the flow of power to one of the axles.

A further major object of the present invention resides in the provision of an improved type of'double reduction axle assembly and, .in this connection, the provision of a double reduction multi-wheel drive wherein the dual drive axle assemblies are so designed that most of the parts are standardized and made interchangeable in the several axles.

A further major object of the present invention is to provide a kdrive axle with several sets of multiplication gearing, at least one of whichv is a reduction gearing,v with means for readily selecting the desired gear ratio. In thisconnection it is a specific object to device a multiple gearing for drive axles wherein at least one of the gearings is a reduction gearing and another is a step-up gearing.

It is a further major object of this invention to equip a drive axle with a set of speed-changing gears at least one of which is freely j ournaled upon the primary drive shaft section.v In this connection .it is an object to provide a speedchanging gearing wherein at least one of the gear sets isin constant mesh.

It is another object of my invention to provide, in a drive axle having coupling member for disconnecting the axle from the powersource or for changing thespeed at which the axle is driven, al new and improved selecting means which may be controlled from a remote point.

y 'I'he foregoing and other and more specific objects will clearly appear from a study of the o following detailed description when taken in commotion with the claims and theaccompanying drawings. f

In the drawings: Figure 1 represents a-vertical longitudinal seccentrally through a pair of tandem driveaxles embodying one form of the present invention.

Figure 2'is a vertical central section of a modiiled form of drive axle designed for use either singly or as the rearmost axle of a tandem pair.

Figure 3 is a view almost identical with Fig- 'ure 2, embodying only suchfew changes as are necessary to utilize it as the foremost axle of a tandem pair. When coupled in tandem, the right Aend of the upper axle of Figure 3 is coupled at' A,-A to the left end of the lower axle of Figure 2 at a corresponding locus' A-A. With continued reference .to the drawings, wherein like numerals designate' like parts, and with particular reference for the moment to that embodiment which has been carried forward from the aforementioned copending application:

The axle housing seen at the left hand end of Figure 1, has between its ends a casing formed from-three sections 4, 5 and 6, which are bolted together to form 'a rigid structure. The casing thus formed is designed to receive a conventional differential mechanism generally indicated at 1, which is designed to be driven by a ring gear 8 and to differentially drive a pair of shaft sections 9, one of which is Seen in Figure 1. The casing section 4 has an integral forward extension III in which a short primar;l

drive shaft section II is journaled by means of bearings I2 and I3. A coupling member I4 is keyed at I5 to this short shaft section, and is designed to drivingly connect the latter to a power source by way vof any` suitable or conventional mechanism. v

`Between the spaced bearings I2 and I3, the shaft section II has a splined formation I6 through which it drives a complementally splined gear I'I which in turn is in mesh with `a gear I8. The latter is mounted on the splined portion I9 of a short shaft 2l! that is journaled in the casing extension I0 bymeans of a roller bearing 22 and a ball bearing 23. The open end of the extension adjacent the roller bearing 22 is closed by a cap 24. At its rear end the shaft 2|) rigid-` ly 4carries a pinion 25 which isl designed to drive the differential mechanism through the ring gear 8. The gear I8 being larger than gear I1, shaft 20 and the pinion 25 are`driven at reduced speed so that a torque multiplication. is

' obtained through this gearing aswell as through a tandem pair that forms a dual drive for a multi-wheel` vehicle. To this end a through drive shaft 26 is mounted in the lower portion of the casing with its axis aligned with that of the primary section Il.

The forward end of thisthrough shaft 26 has an integral axial extension 21 journaled and piloted in the' rear end of the primary shaft section, and the rear end of the shaft 26 projects through the rear end of the housing and is journaled therein by a bearing assembly 26, and,

where it emerges from the housing said rear end is keyed or otherwise secured to a conventional coupling member 33. This couplingv member -is designed to be connected in a conventional manner, as by a shaft and joint assembly .-2I, with the. rear drive axle of the tandem pair.

The only difference between the two dual drive Aaxles is that the coupling 33 of the forward axle shaft sections are provided respectively with splined formations 26 and 36 which fit within an internally splined sleeve 32. This sleeve is slidableaxially of the shafting and when it is moved toward the right in Figure l until it becomes disengaged from the `splined 'portion 26, the shafts become 'uncoupled. This disconnection may be accomplished at any time by any suitable mechanism (for example, by a conventional groove and shifter fork arrangement 4I) for the purpose of eliminating the deflection and wear of the gearing. When running under light load or at high speed over good road surfaces, it 'is often found desirable to disconnect the rearmost axle and permit it to function merely as an idle or trailing axle. The shifter is, of course, ab-

sent in the rearmost axle'. In said rearmost axle the sleeve `32 and thershaft 26 may be incorporated, as shown, to get balance and standardisation from the production viewDOint, but obviousLv may be removed, if desired. A f

The modified and preferred -form of axle construction shown in Figure 2 diers chiey from that Just described in that it contains two sets of gearing instead of a single double reduction set. In-the illustration .the axle housing comprises a casing formed from three rigidly joined v sections 35, 36 and 31. Thel section 31 has an integral rearwardv extension 36 forming a hous-l ing for the reduction gearing and itsassociated mechanism. A primary drive shaft section 36,

designed to bef coupled at its forward end to a source of power in any conventional manner, as

by a coupling and shaft assembly 5I, extends through the casing in offset relation to the ring gear of any suitable differential mechanism (as shown). This shaft section is journaled in the casing sections 35 and 31 and in the rear ,end of the extension 36 by means of bearing assemblies 46, 42 and 43 respectively. The bearing 43 is capped by a closure plate 44.

At its rear end and within the housing extension 36, the shaft 36 isl provided with a splined formation 45'upon which is slidably mounted a complemental coupling and speed changing ele-y ment 45. This axially slidable sleeve element embodies an integral spur gear 41 which, when -larger spur gear Vone of them journaled on its shaft.

the element'is slid selectively to the extreme right in Figure 2, is designed to be placed in complemental meshing engagement with a 46 that is non-rotatably mounted with respect to a splined formation 5 49 on a nal drivev shaft section'l 56. The shaft section 56 has an integral pinion 52 for driving the ring gear vof the differential mech- (as shown), and is journaled in the casing section 31 and the extension 36 by means of l0 bearing assemblies 53 and 54 respectively. 'I'he bearing 54 is capped with a closure plate 55.

A sleeve 56'spaces the spur gear 46 from the relatively small gear 51. This vgear 51 non-rotatably ts the front end of the splined-portion 15 49 and is in complemental meshing engagement -'constantly with a substantially larger gear 56 that surrounds the primary shaft 39. The gear 56 is simply journaled upon the shaft 39 by means of roller bearings-59 and hence cannot be 20 directly driven by the shaft 39. For the' purpose of operating the gear 56 the latter is provided 52 at reduced speed. In these two positions thev element 46 functions' somewhatl like the sleeve 35 32 of the form shown in Figure 1, as the sleeve 32 of that form may be utilized to couple and uncouple the reduction mechanism of the rearmost axle of a tandem pair. This comparison follows from the fact that the axle of Figure Z 40 maybe used as the rearmost axle of a tandem pair, as is obvious and will be further mentioned later, although preferably the axle illustrated in' Figure 2 will be used as a single axle drive.

' Upon sliding the selectingsleeve 46 to the 45 left in Figure 2, the reduction gearing will-be disengaged and the'tooth formations 66 and 62 intercoupled to drive the gear 56 which in turn will then be rotated about its bearings to drive vto make a longv run. It will be appreciated of course that these two sets of gearings, instead of being a reduction 'gearing and an overdrive gearing, may take the form of arpair of. reduction mechanismsmr of a pair of overdrivemech-l 60 i anisms, or of two sets of gearings, one of which constitutes a unit ratio drive and the other of which is either a reduction drive or an overdrive. 'I'he gears 51' and 56- preferably are, as illusn trated of the -herring bone type, as permitted by e5 the fact that they are in constant mesh, with 'Ihis arrangement of course will permit other types of axially inseparable or interlocked gears, such as helical gears or shrouded spur gears, to be utilized. The other set of vgears 41 and 46 necessarily are' of the spur type in order to permit engagement and disengagement, but they like-` wise may be placed in constant engagement by separating the gear 41` from the sleeve46 and 75 aoc-saca journalling it upon the rear end of the shaft section Il, and by adding a formation il to the front side of the gear Il, and providing a formation! ontherearendofthe sleeve I6. This -change appears tobeso obvious as torequire no 'speciilc illustration, especially in view of the showing of the gear 58 and its two formations il and I2. A

It -will further be appreciated that the disclosed arrangement or gearing parts may be substantially reversed by placing the sliding sleeve 4B on the shaft 5l and making certain obvious additional modifications of the gear mounting; and also that the gearing mechanism may be inverted and the primary shaft '39 brought through the lower part of the axle housing as in Figure 1.

The illustrated operating mechanism for the sliding sleeve li comprises a fork 64 which strad- .dles the sleeve between the elements Il and 63 and which has a hub 65 mounted upon a threaded portion Si of a rod 61. A nut $8 serves to lockthe hub 'in position. The rod is designed for longitudinal reciprooation in the front part of the extension 38 and in a bore i! formed in the rear part of the extension. This bored portion of the extension carries a transversely mov, able ball 1l, or any suitable spring-pressed detent, for cooperation with each of a pair of peripheral grooves 12 and 13 on the rearz end of rod 61. Yielding detent Ylatches of this type are common in the art and are novel lhere only in the combination in which they are employed. 'Ihe grooves 'IIand 13 are designed to locate the selecting sleeve in itsextreme left and right hand positions. That is, when the ball 1I pops into thegroov'e lltheteeth i8 andlwillbefully coupled and when the bali pops into the groove -Y 13 the gear 4l willbe in full mesh with the gear Il. A third groove may be' provided to yieldingly Y'latch' the mechanism in its illustrated neutral position, but this additional groove preferably will be provided only when there are two axles arranged in tandem and. even then, preferably only.in that axle which is designed to be uncoupled for the purpose set forth in the de- Scl'iption of Figure l.

The reciprocating rod 61 is placed under remote control by means of a flexible cable 'Il which is secured to the rod by a nut l5 and which extends forwardly to a point adjacent the drivers seat for convenient manipulation. This cable, is guided and prevented from buckling by a rigid sleeve 16 which is secmed at one end upon the axle casing by means of a forked finger formation 'Il through which is passed a clampingbolt 1I. It is readily apparent that'by pushing or pulling the cable 14 the rod 61 may be conveniently and easily reciprocated to obtain uncoupling or speed changing movement of the sleeve 46. l

In both forms of the invention, the supply of lubricant in the differential housing will also serve to luhricate the reduction gearing and its associated mechanism, the lubricant passing from one chamber to the other through the bearings mounted in the dividing partition and through separate ducts which may be provided. In Figures 2 and 3, one or more radial passages 1I may be formed in the gear 5l to establish communication Abetween the roller bearings 5S and the gear teeth.

The inventionmay be embodied in other spe ciflc forms withoutdepartingy from the spirit or essential characteristics thereof. lThe present embodiments are therefore to be consideredin all respects as scope-of the invention, being indicated by the appended claims rather than bythe foregoing description, and all changes which come within the meaning and range of equivalency of the claims are therefore intended to be embraced therein.v

Figure 3 does not illustrate a further form of invention but, when combined in alignment with Figure 2 produces a dual axledrive. The axle of Figure 3 is produced simply by the obvious expedientf replacing the cap M of Figure 2 with an apertured sealing cap 82, and by converting the shaft 3 9 of Figure 2 into a through drive shaft by the substitution of a. coupling member 83 for the nut on the rear end of said shaft. When thus combined, the axle of Figure 3` becomes the foremost axle of the tandem pair and,

as in the tandem axle embodiment of Figure 1,

the rearmost axle of Figure 2 can be cut in and out of operation. This cut-out is eifected simply -by placing the sleeve 46 in neutral position. For

that matter, the forward axle may be cut in and out of operation in the same way, if desired, and this affords a. selection that is not possible in the embodiment of Figure i. y

Shifting of the sleeves 4G in the proposed dual drive combination of Figures 2 and 3 is accomplished by properly manipulating the rods or cables 14. This, of course, must be done from the drivers seat by mechanism which willr in-f A,

dicate Vthe selective positions of the sleeves. mechanism has been devised which prevents hook-up into two diiferent Speeds simultaneously in the two separate axles and which permits either sleeve to be shifted to neutral position, but as this mechanism forms no part of the present application it is not disclosed or claimed herein.

What is claimed and desired to be secured. United States Letters Patent is:

l. In combination, a pair of axlehousings arranged in tandem, a differential unit mounted in each of said housings, a driveshaft journaled `through the foremost one of said housings in horizontal position to clear the'diiferential unit of said housing, reduction gearing interposedlbetween said -shaft and the last-mentioned differential unit, reduction gearing connected to the differential unit of the rearmost housing and designed to be driven by said shaft, said shaft being split into 'two sections at a point between the rear axle and the reductionl gearing of the forward axle, and shiftable means for quickly coupling and uncoupling said shaft sections.

` 2. In combination an tial housing, a differential unit mounted in said housing, a gear casing secured to said housing, a drive shaft `projecting through said casing and said housing with its axis suiciently offset from the differential unit to clear the latter, said shaft being formed in two separate aligned sections one of which is designed to receive a coupling for a second axle and the other of which carries a driving gear within said casing, reduction gearing mounted in said casing and operatively connected between said gearand said difillustrative and not restrictive. thev axle including a diiferenferential unit, and an axially slidable member in I coupling engagement with the adjacent ends of said shaft sections. -3. -In a drive'axle construction comprising a housing provided with a differential mechanism, agearcasingrigidlysecuredtosaidhousing, a

primary drive shaft section projecting'into said 15 casing, a secondary drive shaft section journaled in said `casing and having means for driving said differential mechanism; a gear mounted on said primary 4drive shaft, a mating gear on said secspur' gear axially of said primary drive shaft for engaging said complemental means and for caus# ing engagement of said spur gears to change 'the torque multiplication between said primary and CERTIFICATE or CORRECTION.

5 ondary shaft and constantly meshing with said said secondary drive shafts. 5 first gear, said gears havingy tooth formations 5. In combination, a pair of tandem rear drive rendering th em axially inseparable, and one of axles designed to drive respective sets of wheels; them being freely rotatable on its shaft, and a drive mechanism fr'each axle including a difthere being means associated with one of them ferential unit, and a section of .propeller shafting to prevent it from sliding along its shaft; a spur extending rearwardly into connection with each 10 gear slidably and non-rotatably carried by said of said units; and'manually operable means disprimary drive shaft, complemental engaging posed at the forward extremity of one of said means carried by said` spur gear and said first sections for establishing and disrupting the now named gear, a second spur gear non-rotatably of power through said one section of propeller "connected to said secondary drive shaft; and shafting at will, whereby the -set of wheels nor- 15 means for sliding said rst mentioned spur gear mally driven by the last mentioned section of axially of said primary drive shaft for engaging propeller s hafting. may be driven or may operate said complemental means or said spur gears to as idle wheels. change the torque multiplication between said 6.. In a dual axle drive combination, a pair`of primary and secondary drive shafts., axle housings, 'through drive shafting affording 20 4. In. a drive axle construction comprising a the Ipower for driving both axles, and selectively housing provided with a differential mechanism, operable jcoupling means carried by one of saidl a gear casing rigidly secured to said'housing, a axle housings for manually controlling the power primary drive shaft section projecting into said supplied to one o f'the axles, said means including casing, a secondary drive shaftsection journaled a device shiftable ax'iallyvof and-concentric rela- 25 in said casing and having means for driving said 4tive to rsaid through drive shafting.

differential mechanism, a gear rotatably mounted 7. A dual axle double reduction drive assembly on said primary drive shaft kand unrestricted comprising tandem axle housings, primary shaftagainst axial movement of the latter, a gear ing extending through one of said housings and fixed on said secondary shaft constantly mesh,- into `the other, said shafting being offset vertiv30 ing with said first gear and fixed against axial cally from the plane of the axes of the. axleos, movement, said constantly meshing gears having double reduction mechanisms mounted within teeth formations rendering said gears axially insaid housings and each normally driven by said separable whereby the last mentioned gear serves primary shafting, and selectively operable means 35 to position the rst mentioned gear, a spur gear for manually disrupting and reestablishing the v'35 slidably and non-rotatably carried by said pri drive to one of said mechanisms, said meansmary drive shaft, complemental engaging means comprising a device carried by one of said houscarried by said spurV gear and said ilrst named ings and shiftable axially of said primary shaft'- gear, a second spur gearfixed to said secondary in g. 40 shaft, and means for sliding said first mentioned BEVERLY W. KEESE. 40

Patent No. 2,064,262. December 15,1936;

BEVERLY w. Kassa.

It yis herebrcertified that error appears in the printed specification of the above numbered patent requiring correction as follows: Page. l; first column, line go, for the word "device" read devise; vpage 3, second column, v

line 8, beginning with the word "Figure", strike outall 'to-and including the word and period "hereim linej39, and insert the Lsame 'after .linev 60,l first column, same page; page 4, first column, line 29, clam, for, "of" read by; and that the saidl Letters Patent should Ibe' read with' these foorreotionsv ltixiein that the .same nay conform 'to the Vrecord of thefoase in the VPatent ca Signed and sealed l this 23rd dayv of Fel:`rua'.' 'x"y,I AED. .1937i HenryA AVanArsdale Acting onmissioner of Patents.

(Seal) casing, a secondary drive shaft section journaled in said `casing and having means for driving said differential mechanism; a gear mounted on said primary 4drive shaft, a mating gear on said secspur' gear axially of said primary drive shaft for engaging said complemental means and for caus# ing engagement of said spur gears to change 'the torque multiplication between said primary and CERTIFICATE or CORRECTION.

5 ondary shaft and constantly meshing with said said secondary drive shafts. 5 first gear, said gears havingy tooth formations 5. In combination, a pair of tandem rear drive rendering th em axially inseparable, and one of axles designed to drive respective sets of wheels; them being freely rotatable on its shaft, and a drive mechanism fr'each axle including a difthere being means associated with one of them ferential unit, and a section of .propeller shafting to prevent it from sliding along its shaft; a spur extending rearwardly into connection with each 10 gear slidably and non-rotatably carried by said of said units; and'manually operable means disprimary drive shaft, complemental engaging posed at the forward extremity of one of said means carried by said` spur gear and said first sections for establishing and disrupting the now named gear, a second spur gear non-rotatably of power through said one section of propeller "connected to said secondary drive shaft; and shafting at will, whereby the -set of wheels nor- 15 means for sliding said rst mentioned spur gear mally driven by the last mentioned section of axially of said primary drive shaft for engaging propeller s hafting. may be driven or may operate said complemental means or said spur gears to as idle wheels. change the torque multiplication between said 6.. In a dual axle drive combination, a pair`of primary and secondary drive shafts., axle housings, 'through drive shafting affording 20 4. In. a drive axle construction comprising a the Ipower for driving both axles, and selectively housing provided with a differential mechanism, operable jcoupling means carried by one of saidl a gear casing rigidly secured to said'housing, a axle housings for manually controlling the power primary drive shaft section projecting into said supplied to one o f'the axles, said means including casing, a secondary drive shaftsection journaled a device shiftable ax'iallyvof and-concentric rela- 25 in said casing and having means for driving said 4tive to rsaid through drive shafting.

differential mechanism, a gear rotatably mounted 7. A dual axle double reduction drive assembly on said primary drive shaft kand unrestricted comprising tandem axle housings, primary shaftagainst axial movement of the latter, a gear ing extending through one of said housings and fixed on said secondary shaft constantly mesh,- into `the other, said shafting being offset vertiv30 ing with said first gear and fixed against axial cally from the plane of the axes of the. axleos, movement, said constantly meshing gears having double reduction mechanisms mounted within teeth formations rendering said gears axially insaid housings and each normally driven by said separable whereby the last mentioned gear serves primary shafting, and selectively operable means 35 to position the rst mentioned gear, a spur gear for manually disrupting and reestablishing the v'35 slidably and non-rotatably carried by said pri drive to one of said mechanisms, said meansmary drive shaft, complemental engaging means comprising a device carried by one of said houscarried by said spurV gear and said ilrst named ings and shiftable axially of said primary shaft'- gear, a second spur gearfixed to said secondary in g. 40 shaft, and means for sliding said first mentioned BEVERLY W. KEESE. 40

Patent No. 2,064,262. December 15,1936;

BEVERLY w. Kassa.

It yis herebrcertified that error appears in the printed specification of the above numbered patent requiring correction as follows: Page. l; first column, line go, for the word "device" read devise; vpage 3, second column, v

line 8, beginning with the word "Figure", strike outall 'to-and including the word and period "hereim linej39, and insert the Lsame 'after .linev 60,l first column, same page; page 4, first column, line 29, clam, for, "of" read by; and that the saidl Letters Patent should Ibe' read with' these fczorreotionsv ltixiein that the .same 'may conform 'to the Vrecord of thefcase in the VPatent ca Signed and sealed l this 23rd dayv of Fel:`rua'.' 'x"y,I AED. .1937i HenryA AVanArsdale Acting onmissioner of Patents.

(Seal) 

